Gas engine



April 22, 195 c. H. SCHOWALTER GAS ENGINE 2 SHEETS--SHEET 1 Original Filed Feb. 23, 1945 INVENTOR.

m @4 f m Patented Apr. 22, 1952 GAS- ENGINE Clarence H. Schowalte Fairbanks, Morse & ration of Illinois Original application Fcbr 579,374. Divided and r, Beloit, Wis., assignor to 00., Chicago, 111., a corpouary 23, 1945, Serial No. this application January 18, 1951, Serial No. 206,610

8 Claims.

This invention relates to internal combustion engines, and more particularly to animproved engine of high compression character and to a method of operating the same on a gaseous fuel, the present improvements affording essentially a gas engine operating on the diesel cycle, and in which combustion of the principal gas fuel charge is initiated in a chamber auxiliary to the cylinder combustion space, with gas ignition effected by liquid fuel such as oil, injected into the cylinder combustion space in small quantity and compression-ignited therein.

This application is a division of my application for improvements in Gas Engines, filed February 23, 1945, bearing Serial No. 579,374, now Patent No. 2,562,511.

In general, it is the purpose of the present invention to provide a high compression, oil-ignited gas engine embodying distinct improvements in respect to fuel ignition and combustion facilities and to operating characteristics, over existing and heretofore prevailing types of oil-ignited gas engines, and further, in which the operating efficiency and power output approximate such factors in a diesel engine of comparable size.

Accordingly and objectively to the foregoing, the invention in the preferred embodiment illustrated and hereinafter fully described, provides a high compression gas engine wherein the compression pressure attained is of the order of that normally occurring in a diesel engine of comparable size, and in which is embodied a gas com-' bustion space auxiliary to the cylinder combustion space and having restricted communication with the latter. In accordance with the present improvements, gaseous fuel supplied under a pressure which is very materially less than the maximum compression pressure attained in the engine, is introduced to the auxiliary combustion space in quantity determined according to engine loading, with admission initiated and completed in a period of relatively low cylinder compression during the compression stroke of the piston. Prior to fuel combustion, the major portion of the gas charge so admitted, is retained in the auxiliary space, and during the compression cycle of the engine, is thoroughly mixed with cylinder combustion air forced into the auxiliary spacealong with whatever gas may initially attain the cylinder space, to result in a rich gas-air mixture. Combustion ignition of the gas fuel charge as compressed in the auxiliary space, is effected in a positive manner, as by an igniting charge of liquid fuel such as oil, admitted by solid injection directly into the cylinder combustion space, with admission thereof timed to occur near the end of the piston compression stroke, whereby to afford compression-ignition of the oil charge as in the diesel cycle. It is important to the present improvements as for assuring positive gas ignition while effecting desirable economy of igniting oil consumption, that the quantity of gas-igniting oil so injected, be preferably les than but which may closely approach, that quantity determined to be just suflicient for operating the engine under a no-load or idling condition, when operating on oil alone.

Among the more important advantages afforded by the present provision of an engine of the character above indicated, are here noted as follows: l

In consequence of retention of the major portion of the gas fuel charge in the auxiliary combustion space during the engine compression stroke and until combustion thereof is initiated in such space, and in further consequence of the restricted communication afforded between the auxiliary space and the cylinder space, combustion detonation is practically eliminated; the cyclic or operating efiiciency of the engine is improved principally as a result of the compression of the gas fuel charge in the auxiliary combustion space and the high ignition and burning pressures attained therein, with the latter ultimately reflected in the cylinder space; the provision of a restricted passage between the auxiliary gasfuel receiving space and the main cylinder space, of a character and trend to cause turbulence in the auxiliary space during compression, so as to assure thorough mixing of the gas andair therein, as well as a desirable turbulence in the cyline der combustion space upon admission thereto of the products of combustion and unburned gas from the auxiliary space, whereby to facilitate as near complete combustion of, the fuel as is possible in the combustion cycle, and lastly as here noted, thedangers inherent in supplying gas fuel to the engine under high pressures, as well as any necessity for providing multi-stage gas compressors, both generally prevailing in connection with engines of this general character which require gas fuel admission to the combustion space in a period of high or peak cylinder compression, are now avoided in the presently improved engine, this for the reason that the engine requires only a low pressure gas supply as may be effected by a low pressure, single stage compressor or the like, since the gas fuel is injected in a periodof low cylinder compression, as at a preselected time within the period of piston displacement on its inabove indicated, suitable means for facilitating.

engine starting by compressed air admitted in timed relation to the engine cylinders, as is commonly employed in the starting of diese1 engines,

the presently preferred provisions to this end, being found in a valve device controlled by starting air pressure and arranged to close communication between the auxiliary gas combustion space and the cylinder working space during the engine starting and warm-up period only, whereby to confine the starting air pressure to the cylinder working space alone. In consequence of the latter, the increased air-compression pressure obtaining in the engine cylinder on the piston compression stroke, affords engine start on the usual diesel air-start cycle with fuel oil.

injection in quantity determined to be greater in the starting phase, than the gas-igniting quantity utilized during normal engine operation. .It is to be noted additionally, that isolation of the auxiliary space from the cylinder working space effected in the period of. engine starting and warm-up, serves to prevent at such time, un-

wanted or premature combustion of any residual,

unburned gas in the auxiliary space which other-v wise might occur. r

Additional objects and advantages attained by the present invention will appear readily from the following description of a preferred embodiment thereof as illustrated by the accompanying drawing, wherein: 1.

Fig. l is a vertical sectional view of an engine embodying'the present improvements, wherein certain parts of 'the structure and the control elements are shown more or less diagrammatically;

Fig. 2 is a section transversely of the engine cylinder, as taken from line 2-2 in Fig. 1;

Fig. 3 illustrates by appropriate curves, the relative pressures obtaining in the cylinder combustionspace and auxiliary orgas cell space, andv Fig. 4 is an enlarged fragmentary section-of the cylinder head structure, showingin greater detail, features of the present invention.

Although the present invention is applicable to single or multi-cylinder engines of either two or four cycle type, having'cylinder exhaust and scavenging provisions-of any well-known character suitable for use in diesel engines, it is,

presently preferred'by way of example only, to illustrate and describe the improvements asap plied to a two-cycle engine embodying cylinder exhaustand scavenging ports controlled by piston displacement;- 7 r Referring" now to the drawing byappropriate characters of reference, there is illustrated in vertical sectionaccording to Fig. 1, a cylinder assembly of a two-cycle high compression-gas engine l0, embodying thepresent-improvements.-

Asshown, the parts necessary to present disclosure, include "an engine cylinder ll closed at one end l2 bya cylinder head structure l4-suit-- ably securedtherete, and a piston lireciprocable in the cylinder and operatively connected to the engine crankshaft Iii through crank- 18 and.

piston connecting. rod [-9. Thepistonhead, cylinder and cylinder head cooperate to form a-cylinder working or combustion space 20, and arranged in th'ec'ylinder wallsfcr communication with thespace 20 as effected under control of piston [5;

.portion 21 combustion space 20. vides a somewhat central chamber 28, a port- 4 are scavenging air admission ports 22 and exhaust discharge port or ports 23.

The cylinder head M which is of jacketed, water-cooled construction, is apertured therethrough, as at 24 in a zone ofi-set or eccentrically located relative to the cylinder axis, to receive a hollow body member 26 which is suitably removably secured therein so as to have the inner end thereof, projecting into the cylinder Hollow member 23 propassage 30 extending laterally therefrom, and a passage or duct 3! leading from the chamber and extending through the projecting end portion 21 of the member. The latter passage terminatesin one or more ports opening to the cylinder space 20, only one port 32 being illustrated herein and shown as having its axis substantially in a plane transversely of the cylinder,

the port 32 further by preference, having a slight but perceptible downward inclination as appears in Figs. 1 and 4; Cylinder head 14 further, at one side thereof is inwardly recessed in the zone of a laterally projecting head boss 34, to receive a cylindrical member 35, the interior chamber 36 of which provides a gas fuel combustion space auxiliary to the cylinder space 20, and of a volumetric capacity predetermined for a given engine. Member which thus constitutes a gas combustion cell, is suitably removably secured in the head recess, and provides at its inner end a ported neck 38 in sealed abutment with body member 26 through a gas-tight sealing gasket 39 (see Fig. 4) the neck providin a port-passage 40 in direct communication with port-passage 30 in the body member 26. The outer open end of cylindrical member or'gas cell 35, is closed by a valve casing 42 suitably carried by the cylinder head, and is sealed (Fig. 4) at the juncture of the casing and member, as by a gas-tight sealing gasket 43. Within valve casing 42 is a gas chamber 44 terminating in the end of the casing op: posed to the chamber '36 of the gas cel1 35, in an inlet port, 46, and a gas delivery passage 4'! opening to the valve gas chamber ll; and connected at its opposite end, to a delivery pipe 48 in the gaseous fuel supply syster'nshown diagrammatically in Fig. 1.- As appears, the supply system may include a source 50'of gaseous fuel, as butane or any other gas suitable for engine combustion according to the presently improved method of gas engine operation to be hereinafter described,:a gas compressor 5| of a relatively low pressure character, arrangedinthe'supply pipe 1 48 and regulated to maintain the gaseous fuel preferably :located in valve casing 42, in the duct ll-thereof, to control the quantity of fuel passingtherethrough, as will more fully appear hereinafter. The valve 52 preferably is automatically regulated to control gas fuel delivery in accordance with engine loading, this being effected by anengine speed-responsive governor device 54 of suitable type, having a line or other suitable connection-55 with the valve. w

- Journalled for reciprocation in the valve casing 42, isa valve "stem 5'6 having atits inner end a valve head 58 in control of valve port 45. The

opposite end section 59 of the valve stem-56 is extended beyond the valve casing through a pack- 7 in-g'gla'ndfill, for operative association with valve actuating means shown somewhat diagrammatically' in Fig. 1. A compression spring 62 bearing between the valve casing and a collar 63 on the valve stem section 59, serves to load the valve in the direction to seat valve head 58 at port 46, while valve-opening displacement may be effected in timed relation to the engine operating cycle, from the engine camshaft 64. The latter may be accomplished by suitable mechanism, as a bellcrank 66 pivoted at 61 on a support 68 projecting from the valve casing 4'2, and having one arm supporting a roller H in engagement with the valve stem section 59, and its other arm 12 associated through a 'ball or spherical joint 14, with a push rod 15 extending to the zone of camshaft 64 for cam-engagement through a roller 76, with the operating cam 18 on the camshaft.

Positive ignition of the gaseous fuel which according to present improvements, is initiated in the gas cell and ultimately completed in the cylinder combustion space 29, is accomplished by a pilot or igniting charge of fuel such as fuel oil, injected directly into the cylinder space 20 through a valve 18 of the solid or air-less injection type and of any well known construction. The injection valve 19 is received through a centrally located cylinder head recess 80, such that the valve tip or discharge nozzle end 82 thereof projects into the cylinder space 28 and preferably in line with the cylinder axis.

A fuel line or conduit 83 conducts fuel oil under pressure from an engine fuel pump 84 operated by cam 85 on camshaft 64, to the injection valve, the amount of oil injected and the timing of injection following predetermined conditions presently to appear.

Describing now the method of gas engine operation afforded by the present improvements, in normal running, the cam 18 in its function to open the gas valve 58, is so positioned with respect to piston travel, as to lift the push rod 15 and hence through the bell crank 66, open the gas value 58, on the upstroke or compression stroke of the piston l5 and at a time early in such displacement of the piston, when the pressure of air compression in cylinder space '20 and the re-' sultant lesser compression in cell 35, are relatively low. In the present embodiment, cam-opening of valve 58 to admit gaseous fuel is by preference, determined to occur at about the time of piston closure of the cylinder exhaust and scavenging air ports, as at a time before or following portclosure thereby, when the air pressure then determined in cell is appreciably less than the selected admission pressure of the gaseous fuel entering the cell. The admission pressure of the gaseous fuel is as before noted, maintained by compressor 5! at a desired value preferably above 20 pounds, the exact pressure however being predetermined for a given engine, to assure positive gas delivery into cell '35 against the increasing but lesser pressure of the air under compression in the cell during the gas injection period.

An important feature to be noted in the present improvements, is the location of the gas inlet valve 58 relative to the cell 35 such that it delivers the gaseous fuel to the cell at a point therein most remote from the cylinder combustion space 20. Thus the gas entering at the outer end of the cell, will be retained therein in greater part, as a result of the combustion air under increasing compression pressures, incoming from the cylinder space 20. However, while the air pressure in the cell is yet below the gas admission pressure during the initial phase of the piston compres sion stroke, some small portion of the gas upon admission to the cell, may at times pass through the restricted passage between the cell and cylinder space 20, and into the latter. Nevertheless, as combustion air pressures increase in the cylinder space during the later stages of piston compression displacement, some or even the greater part of the gas initially escaping into space 20, will be forced back into cell 35 along with combustion air. Hence, as maximum relative compression pressures are approached in cylinder space 20 and cell 35 upon the approach of the piston to its top center position, a very substan-' tial part or nearly all of the gas charge admitted, will be found in the cell. By reason of the relatively tortuous or angulate trend of the restricted communication between the cell and cylinder space 20, provided by the passage 3!, port 32, chamber 28, and passages 3E and 4B, the air forced into the cell during piston compression, will enter the same in a turbulent condition, which thereby facilitates thorough mixing of the gaseous fuel with the combustion air. Under the high compression pressure obtaining in the engine cylinder space 26 and reflected in somewhat laggingdegree in the cell 35, as of the order of compression pressures prevalent in diesel engines, a very considerable volume of combustion air will be highly compressed in the cell, to result in a suitable gas-air charge therein. According to present improvements however, as maximum compression is approached in cylinder space 2:) and at the time of pilot fuel injection to the latter, the resultant compression pressure of the gas mixture in cell 35 is less than the cylinder pressure, this by reason of the constricted passage afforded between the cylinder and cell which imposes a definite time lag in the compression build-up in the cell under the influence of cylinder compression. Moreover, the degree of passage constriction and timing of pilot fuel injection are determined in relation to the self-ignition characteristics Of the gaseous fuel utilized, such that the gas-air mixture under compression in the cell at the time of pilot fuel injection, will be then appreciably below the self-ignition temperature of the mixture. Consequently and of great importance to the present system, ignition of the gas mixture in cell 35 is thus determined and controlled in a positive manner, by the pilot or gas igniting fuel charge.

It is to be noted herethat in the cam-actuation of gas valve 58, the duration of opening thereof relative to piston travel, as may be de-- termined by proper proportioning of the high or actuating portion of the cam 13 and with regard to the speed of camshaft rotation relative to crankshaft speed, is relatively short, being sufficient only for admitting the predetermined necessary volume of gaseous fuel for each cylinder firing cycle. Closure of valve 58 thus is timed to occur preferably before the compression pressure in the cell 35 equals the gas inlet pressure, so that the gas volume required may be admitted in the open period of the valve. The amount or volume admitted is, however, variable within limits through the engine governor controlled gas or throttle valve 52, in order to maintain the engine speed relatively constant under varying engine loading. The valve 52 in this instance, is regulated responsively to the engine speed responsive governor 54, to permit a greater or lesser volume of gas flow into cell 36 through valve 58, in the relatively short open period of the latter.

Combustion of the gas charge is initiated by the pilot fuel oil charge admitted to the cylinder space by the heat of cylinder compression. As shown by Fig. 2, the port 32 in the communicating pas.- sage between the cell 35. and cylinder space 20, has its axis substantially in a transverse plane of the cylinder (Fig. l), and is directed inwardly of the cylinder at a substantial angle, as of the order of 45 degrees, to a diameter of the cylinder intersecting the axis of vertical passage 3!. One purpose for so directing the port 32 will appear presently. Cooperating with the port is a discharge passage or nozzle opening 81 (Fig. 2) in the injection valve tip 82 (the opening 81 may be one of several provided in the valve tip, if it be desired to have'more than one), the passage 8? being, formed to discharge the pilot or igniting fuel oil preferably in the form of aspray, and being directed downwardly so as to discharge the pilot oil spray toward the port. 32, as indicated by the broken line X in Fig. .2. The fuel pump 85' provided for delivering fuel oil under pressure in pipe or conduit 83, to the injection valve 19, may be of any well-known plunger type, and is regulated by the usual pump output regulating mechanism provided therein and controlled through a so-called pump rack control indicated at 88, to delivery in each ignition period, a quantity of fuel oil less than but approaching that which would be required to operate the engine under idling or no-load conditions, on the diesel cycle with the compressionignited oil alone. The metered oil charge from the pump is of course, delivered to the injection valve 19 and causes valve-opening to inject the fuel into cylinder space 20. function of the pilot oil charge is to produce ignition of the gas charge, the limitation in the quantity utilized 'to no more than is necessary to effect. a positive gas ignition, as the quantity indicated, affords a material saving of fuel oil, as the latter is usually more expensive than the gaseous fuels suitable for combustion in the en gine. Further, the operation of the fuel pump 84 supplying fuel oil to valve 19, is so timed relative to the compression stroke of the engine piston id, as to deliver fuel oil to the valve 8 for injection thereby into cylinder space 20, as the piston l5 approaches dead center position at the end of its compression stroke. By preference although it'may be otherwise, the timing of pilot injection is such that it takes place within the period represented by crank travelv between 30 degrees and 10 degrees before topdead center positioning of the piston thereby, and

may be set within this range, or if preferred at some point beyond the range given, as by properpositioning of the pump cam 86 relative to pis-- ton travel.

Upon injection of the igniting charge of fuel oil, the injected spray as directed toward the open end of the port 32 (Fig. 2), is ignited in cylinder space 2e by the heat of cylinder cornpression. Actually, some of the oil spray enter the passage 3I through port 32, and be" come ignited therein. However, by reason of the pilot fuel injection toward the. port 32;, ignition will occur in the 'zone of the port a i passage 3|, and by reason} of the pressure df-3- ferential then existing between the cylinder and cell, there will then result very probably a new of burning oil and other matter into the passage 3i toward the cell 35.. Probably at some point inthe passages or in the region of the chamb r 28 and pas age it, the burnin oil. will cause ignit on. of he gas char e- Beca se of he rezt, by the injection valve 19v and ignited Since the principal i will expand outwardl through the communi cating passageway, into the cylinder combustion space 20, with combustion completed in the lat-v ter during the power stroke of the piston iii. A feature facilitating eifective and complete combustion in the cylinder space 20, is found in the. directioning of the port-passage 32 through which the burning gas charge issues into the cylinderspace. The port-passage 32 given the trend heretofore described, as substantially horizontally and inwardly of the cylinder space, at an angle to the cylinder diameter intersecting the, axis of passage 3!, thus serves todirect. the issuing charge substantially across the'cylinder along a chord thereof, so as to produce a swirling or turbulent expansion of the burning gas therein, to result in 'a more complete commingling of gas charge and the combustion air in the cylinder. As a consequence, more complete combustion is attained.

As indicative of the relative combustion pressure obtaining in the cell 35 and the cylinder combustion space 20 in each combustion cycle, reference is made to the pressure curves of Fig. 3, taken from an engine constructed and operated according to the present improvements. As there shown and considered with reference to the top dead center position of the piston, as'represented by the vertical reference A, the curve B (in solid line) represents the pressure-variations obtaining in the cell 35, and curve 0 (broken line) the same with respect to the cylinder space 29. It

- will be noted that the cell pressure is less than the cylinder space pressure, during piston compression displacement up to the point of' pilot fuel ignition to produce ignition of the gas charge in the cell. Thereafter, combustion of the gas charge confined initially to the cell, causes a very sharp pressure rise in the cell, to a peak pressure. which may obtain at a point in the engine cycle prior to the piston attaining top dead center.

The-cylinder pressure also rises sharply in this phase, but to a materially lesser extent asshown by curve C, and passes more gradually through a peak occurring preferably after top center of the piston.

In consequence of the foregoing described improvements, combustion detonation in the, cylinder is eliminated, this resulting in major part, from the initial combustion of the gas charge in the cell 35 rather than in the cylinder space 20, and further, because of the restricted communication between the cell and cylinder chamber, which serves to retard the ultimate expansion of the burning fuel into the latter. Moreover, since a major portion of the gas charge is 118- tained and highly compressed in the cell 35,. and because the peak burning pressure occurs in the cell, to aid the expansion of the burning charge into the cylinder space 23011 the piston power stroke, the operation of theengine is improved.

Accordingly, the presentimprovements, aliord a gas engine operating under high compression, with gaseous fuel admission under relatively low inlet pressure, and attaining an operating efilciency and power output characteristic of adiesel engine ofcomparable size.

Starting of the engine may be. accomplished But as the combustion pressure in any suitable manner, as by compressed air in air start system well known in diesel engine starting practice. Such a system is preferred for the presently improved gas engine, and is shown in part and diagrammatically in Fig. l, as including a source 90 of compressed air connected by pipe 9| to a starting control or valve device 92, and air delivery pipe 94 leading from control 92 to valve casing 95 of a cylinder air valve 96 controlling cylinder starting air delivery to cylinder space 20. Air valve 95 may be actuated by the engine, as from camshaft 64, through suitable operating connections (not shown) to a tappet lever shown only in part at 98, bearing upon the valve stem 99 of valve 96. Thus through proper timing of valve actuation by tappet lever 98, starting air is admitted to the engine cylinder at correct times in the starting cycle. During starting, delivery of gaseous fuel to the cell 35 is prevented by suitable means as a shut-off valve I in gas line 48, while the pilot injection of fuel oil somewhat increased in quantity of injection at this time, is permitted to occur to assist engine starting through combustion thereof in the cylinden However, since it is difiicult to start a cold engine of the character described, due in part to the chilling effects of the cylinder and cell walls, the starting provisions here include means for reducing the total effective combustion space of the engine by temporarily shutting-off or isolating the auxiliary or cell space 36 and preferably, a portion of the passageway between the cell and cylinder space 20, this being effected only at starting and so as to effect an increase in the maximum compression obtaining in the cylinder space 29, on the piston compression stroke. With increased compression and to assure engine starting and to facilitate quick engine warm-up before the changeover from starting to normal running on the gaseous fuel, the quantity of fuel oil injected during the starting cycle, may be increased through output regulation of the fuel oil pump 84, as by proper adjustment attained through the pump rack control 88. The increase in quantity of oil injected may be and is by preference, limited to not materially more than that quantity which is determined for a given engine, to be sufficient to start the engine and continue warm-up operation thereof.

The means here provided for isolating the cell space 35 from the cylinder space at starting, is found in a valve element I02 normally disposed in a valve seat I03 formed in the lower end HM of a valve casing I 06 mounted in the body member 26. defines one wall of the chamber 28 in the re- The end I 04 of valve casing Iii-6 stricted passageway between the cell and cylinder, and is located to dispose the valve I02 for displacement across chamber 28 and into seating relation with valve seat Illl, formed at the opening of passage 3| into chamber 23. Thus when valve I02 is seated on valve seat I07, it effective- 1y closes passage 3I to chamber 28, and hence isolates not only chamber 28, but the cell from the cylinder space 25].

Valve I 02 during normal operating of the.

engine and at all times except during engine starting and warm-up, is retained against seat I93 by a valve spring I08, but at starting, is positioned against seat Ill'l. The latter disposition of the valve is accomplished automatically in the present example, in direct response to the functioning of the starting air system. To this end.

the valve stem H0 is connected to a piston III slidable in valve casing I06 and actuated against released through the control device 92, to per-,

mit spring I08 to return the piston and valve I02 to inactive positions, whereupon normal gas operation with pilot fuel ignition may be established as herein described.

Having now fully described the invention and the improved method of engine operation facilitated thereby, it will be apparent that although only a preferred embodiment is shown, various alterations or modifications of the structure and relative arrangement of parts, may be made without departing from the spirit and intended scope of the invention as hereinafter defined in the claims.

I claim:

1. In an engine of the character described, providing a cylinder and a piston reciprocable therein, defining a cylinder working space, means forming an auxiliary combustion space normally in communication with the cylinder working space, means operable for admitting a gaseous fuel to said auxiliary combustion space, and,

means operable for admitting a liquid fuel to the cylinder working space, the combination therewith, of means for admitting air under pressure to the cylinder working space to start the engine, and means responsive to the engine starting air pressure for interrupting communication between said auxiliary combustion space and the cylinder working space.

2. In an engine of the character described providing a cylinder and a piston operable therein. defining a cylinder combustion space, a CDil'lbllS tion chamber spaced from the cylinder space. means forming a passageway between the cylinder space and said chamber, means for admitting gaseous fuel to said chamber, and means for admitting a gas-i niting liquid fuel to the cylinder space, the combination therewith, of means for admitting air pressure to thecylinder space to start the engine, a valve in control of said passageway, and means responsive to engine starting air pressure, for operating said valve to close the passageway, whereby to isolate said combustion chamber from the cylinder, space.

3. In an engine of the character described providing a cylinder and a piston operable therein defining a cylinder combustion space, a combustion chamber spaced from the cylinder space, means forming a passageway between the cylinder space and said chamber, means for admitting a gaseous fuel to said chamber, means for admitting a gasigniting liquid fuel to the cylinder space, and means for admitting air pressure to the cylinder space to start the engine, the combination therewith of a hollow valve casing, an air responsive valve in casing movable across said passageway for isolating said combustion chamber from the cylinder space, and a conduit connecting said air pressure meansto the interior of said hollow valve casing to move said valve to passage-closing position.

t. In an engine of the character described providing a cylinder and a piston operable therein defining a cylinder combustion space, a combus- Jtion chamber spaced from the cylinder space,

means forming a passageway between the cylinder space and said chamber, means ior admitting a gaseous fuel to said chambers, means .ior "admitting a gas-igniting liquid niel to the cylinder space, and means for admitting air pressure to the cylinder space to start the engine; the combination therewith of a hollow casing, a piston slidable in said casing, an extension on said piston having a valving element movable across said passageway to close the same and isolate said combustion space :from said cylinder space, a conduit connecting said 'air pressure means to the interior of said hollow valve casing to actuate said piston and move the valv'ing element into passage-closing position.

'5. In an engine of the character described providing a cylinder and a piston operable therein defining a cylinder combustion space, a combustion chamber spaced from the cylinder :spac'e, means forming a passageway between the cylinder space and said chamber, :means :for admitting a gaseous fuel to said chamber, means .for admitting a gas-igniting liquid fuel to the cylinder space, means for admitting air pressure to the cylinder space to start the engine, the combination therewith of a hollow casing, a piston slidable in said casing, an extension on said piston having a valving element movable across said passageway to close the same and isolate said combustion chamber from said cylinder space, '9

a conduit connecting said air pressure means to the interior of said hollow valve casing to actuate said piston and move the valving element into passage-closing position, means for shutting off the flow of air through said conduit when the engine is started, and spring means biasing said valving element away from passage closing position.

6. In combination, means providing a cylinder,

a piston ireciprocable in said cylinder, a cylinder head disposed over said cylinder and cooperating with said piston to define a working space in the cylinder, means forming an auxiliary combustion chamber, means defining a passageway between said combustion chamber and said working space with a valve seat at one end thereof, a hollow valve casing supported by said cylinder head, a piston in said casing, a valve connected to said piston and moveable toward and away from said valve seat to close and open the passageway, a pressurized air manifold in communication with said working space for directing engine starting air thereto and also in communication with the interior of said hollow valve casing for actuating said piston to valve closing position.

7. In combination, means providing a cylinder,

a piston reciprocable in said cylinder, a cylinder head disposed over said cylinder and cooperating with said piston to define a working space in the cylinder, means forming an auxiliary combustion chamber, means defining a passageway between said combustion chamber and said Working space with a valve seat at one end thereof, a

the interior of said hollow valve casing for a'ctuat-' ing said piston to valve closing position, means for shutting off the flow of from saidmanifold to saidvalve casing after the engine is started, and spring means 'for moving said valve oli said valve seat when the air pressure to said valve casing is shut on".

8. In combination, means providing a cylinder, a piston reciprocable in said cylinder, a cylinder head disposed over one end of said cylinder and cooperating with said piston to define a working space therein, means operable for admitting a liquid fuel to said cylinder working space, means for admitting air under pressure to said working space, said cylinder head having a first aperture therethrcugh opening into said working space and a second aperture extending substantially at right angles'to said first aperture and in communication therewith, a hollow valve body extending into said first aperture having a central chamber and a passage connecting said cen-- tral chamber to said working spac'e'with a valve seat at "one .end of the passage, means defining an'auxiliar y combustion chamber in said second "aperture in. communication with the central chamber of said valve body, a piston slidable in said valve body, a valve in said body connected to said piston for movement toward and away from said valve seat, and conduit :rneans connect- No references cited. 

